{"id":378517,"date":"2018-10-10T05:50:00","date_gmt":"2018-10-10T05:50:00","guid":{"rendered":"http:\/\/www.constructionnews.co.uk\/uncategorised\/volker-on-board-for-dovers-biggest-revamp-in-a-generation-10-10-2018\/"},"modified":"2025-06-27T15:26:57","modified_gmt":"2025-06-27T14:26:57","slug":"volker-on-board-for-dovers-biggest-revamp-in-a-generation","status":"publish","type":"post","link":"https:\/\/www.constructionnews.co.uk\/contractors\/volkerwessels\/volker-on-board-for-dovers-biggest-revamp-in-a-generation-10-10-2018\/","title":{"rendered":"Volker on board for Dover’s biggest revamp in a generation"},"content":{"rendered":"
\n

Project:<\/strong> Dover Western Docks Revival project \u2013 phases one and two
\nClient:<\/strong> Port of Dover
\nMarine civils and dredging works:<\/strong> VolkerStevin \/ Boskalis Westminster\u00a0 JV
\nMarine civils and dredging contract value:<\/strong> \u00a3115m
\nPaving, utilities and infrastructure works:<\/strong> VolkerFitzpatrick
\nPaving, utilities and infrastructure contract value:<\/strong>\u00a0\u00a320m
\nStart date \u2013 DWDR construction:<\/strong> December 2015
\nCompletion date:<\/strong> February 2019<\/p>\n<\/div>\n

At the pinch-point between the UK and mainland Europe and overlooking some of the world\u2019s busiest shipping lanes, it\u2019s little wonder that Dover has been a hive of activity for centuries.<\/p>\n

Some 2.5m road haulage vehicles roll on and off ships at its Eastern Docks every year. Over\u00a0at its Western Docks,\u00a0more than 300,000 tonnes of imported goods are handled per annum \u2013 and it is here that the Dover Harbour Board is investing in a revamp and extension of cargo facilities to capitalise on projected increases in volume.<\/p>\n

Under its Dover Western Docks Revival (DWDR) plan, the Port of Dover is redeveloping its former hovercraft terminal and slip into a cargo terminal. This will include two deepwater berths, an extension to the existing Prince of Wales pier, a new marina and pier with channel and lock, as well as berthing facilities, cold storage warehousing and public realm works.<\/p>\n

Contractor VSBW \u2013 a joint venture agreement between VolkerStevin and Boskalis Westminster \u2013 has been working on the \u00a3115m heavy marine civil engineering construction phase of the project since January 2017.\u00a0With just a few months remaining until the February 2019 handover date,\u00a0VSBW\u00a0is closing in on the programme\u2019s completion.<\/p>\n

\u201cThis is the biggest investment into improving its facilities that the Port of Dover has made,\u201d says senior\u00a0DWDR project manager Kevin Williams.\u00a0\u201cOverall there is \u00a3250m committed to the delivery of this project.\u201d<\/p>\n

Futureproofing investment<\/h4>\n

It\u2019s not difficult to see where that money is being spent. Walk along the Dover seafront and the crane barges, piling rigs and cordoned-off sections of the dock underline the scale of the scheme. This is a major investment that the Port of Dover expects to provide jobs and security to the local workforce for some years to come.<\/p>\n

\u201cThere was lots of that work done underwater with the team working 24 hours a day, seven days a week\u201d<\/p>\n

Kevin Williams, DWDR<\/p>\n<\/blockquote>\n

Work on the project commenced with the partial demolition of the old Dunkirk Jetty, a structure that had serviced the rail ferries that ran between Dover and the continent until the late 1980s. Here, subcontractor Robore Cuts used diamond wire saw-cutting techniques to remove more than 4,000 tonnes of reinforced concrete and create marine access through it.<\/p>\n

\u201cThere was lots of that work done underwater with the team working 24 hours a day, seven days a week,\u201d\u00a0Mr Williams says.\u00a0\u201cSections as large as 150 tonnes were being lifted out during that period.\u201d<\/p>\n

\n

Wellington provides vital link<\/h2>\n

Linking the existing Wellington Dock to the new marina is a new 100 m-long channel that has been excavated through the existing quayside in stages.<\/p>\n

The Wellington Cut is designed to manage a 100-year flood event from the River Dour that empties into the Wellington Dock. The team used sheet piles to outline the plan for the cut, which is 7 m deep at the inner Wellington Dock end and 10 m deep at its ocean side, before excavating out and casting a 1.2 m capping beam.<\/p>\n

\n

\"Port<\/p>\n

Port of Dover Wellington Dock and Cut Sep 18 1<\/p>\n

The Wellington Dock and Cut<\/p>\n<\/div>\n

A lock gate and stop-logs at each end of the cut will enable the moorings in the Wellington Dock to remain floating at all stages of the tide. Both the existing tidal basin of the marina and the Wick Channel (which currently provides access to the ocean for the Wellington Dock) are due to be infilled under phase three\u00a0of the DWDR project, leaving the Wellington Cut as the only boat access to the outer harbour.<\/p>\n<\/div>\n

The bulk of the work though has gone towards creating a\u00a0new wharfing and handling space alongside the new deepwater berths: the 250 m-long \u2018A\u2019 berth and the 300m\u00a0\u2018C\u2019 berth. Both have a dredged depth of 10.5 m, with berth C offering an extra 30 m length if required thanks to a mooring structure located off its outer point.<\/p>\n

The Marina Curve forms the north-eastern limit of the new dockland space and the southern wall of the new marina, with the curve arcing north-easterly from the midpoint of the existing Prince of Wales Pier. A new wharf wall runs from halfway along the curve back down to rejoin the existing pier, with berth C sitting alongside this new wharf.<\/p>\n

\u201cWe were installing anywhere between three and six piles per day working between 8am and 6pm\u201d<\/p>\n

Kevin Williams, DWDR<\/p>\n<\/blockquote>\n

Stretching towards the sea from land adjacent to the Marina Curve is the newly formed 550 m Marina Pier, which helps create the new marina that will offer shelter and dry moorings for 250 boats. The team has installed 500 mm-diameter steel tube restraint piles to provide the moorings and pontoon anchors for the new marina.<\/p>\n

The Marina Pier as well as the\u00a0dock walls of the Marina Curve, berth A and berth C have been formed by installing 35 m-long tubular steel piles at 2.5 m centres. These 1,300 mm-diameter piles are socketed 13 m through the marine silts and into the underlying chalk of the seabed. The team used an innovative piling cage to help speed their installation (see box<\/a>).<\/p>\n

A port full of piling<\/h4>\n

Across the whole scheme, there are a total of 711 of these 1,300 mm-diameter piles, which are connected by two steel sheet piles driven between each tubular pile. Alongside berth A and berth C, these piles are anchored back to concrete plinths that sit within the layers of dredged fill that make up the new ground.<\/p>\n

The row of piles that form the new Marina Pier hold precast concrete blocks produced by Northern Ireland-based specialist Macrete. These blocks sit on collars that are formed around the piles. Each block is lowered by mobile crane from the floating barge over the top of one of the piles,\u00a0then bridges across to the collar of the next to form the wave wall. There are two courses of precast blocks, which weigh in at around 13,500 tonnes in total.<\/p>\n

The newly created dock areas are filled using sand dredged from a licensed extraction site at the end of the Thames Estuary.<\/p>\n

\n
\n
\n
<\/div>\n<\/div>\n<\/div>\n<\/div>\n

The team had hoped to dredge parts of the Goodwin Sands \u2013 a 16 km sandbank that lies to the north-east of Dover \u2013 and use the material as fill, but a delay in granting an extraction licence has seen the team use areas further north.<\/p>\n

Using expertise from\u00a0Boskalis Westminster\u2019s side of the joint venture, the team employs 50 m dip-arm dredgers with capacities of 6,500 cu m to extract material from the Thames Estuary. This is\u00a0then transported to Dover and pumped out of the dredgers via a fixed line on the pier, with the floating machines\u00a0making two visits in every 24-hour cycle.<\/p>\n

The material is then spread in layers using traditional dozers before being compacted by Boskalis Westminster\u2019s ground engineering arm Cofra using its CDC compaction technique, which it says enables work to be carried out more quickly over greater depths. At Dover the depth of influence has generally been 6 m.<\/p>\n

Contractor VolkerFitzpatrick, working on its \u00a320m paving, utilities and infrastructure package, has already begun laying the concrete slabs for the hard and dock areas.<\/p>\n

With the team averaging a 500 cu m concrete pour every day,\u00a0the team is having to bring in its bulk deliveries by sea, with almost 30,000 cu m of granite aggregates coming in from Norway in every shipment.<\/p>\n

Dover is unlikely to witness a project on this scale for a good few years to come. While the numbers involved are huge, the potential benefits to the port\u2019s output and capacity are even bigger.<\/p>\n

\n

Clever\u00a0frame boosts efficiency<\/h2>\n

With so many piles to install, the team unsurprisingly looked towards an innovative piling gate method to speed up their installation.<\/p>\n

It used a system that involves a self-supporting and hydraulically moveable steel frame to help locate the tubular steel piles. The frame is supported by the first couple of piles installed from the land or the piling barge and is locked into position.<\/p>\n

From here, the team is able to use the gate as a guide to support and place the next pile in the run.\u00a0Once placed, the frame is jacked up from the piles and shifted along to the next location where the process begins again.<\/p>\n

The system reduces the amount of plant and barge movements and provides a safer working platform while ensuring accurate installation, Mr Williams explains.\u00a0\u201cWe were installing anywhere between three and six piles per day working between 8am and 6pm.<\/p>\n

\u201cI would estimate that there was a productivity increase across the piling process of around 70 per cent,\u201d he adds. \u201cUsing the gate means there are fewer activities such as temporary piling, and we were able to work independent of the barge and without any influence from the 7 m tidal range.\u201d<\/p>\n<\/div>\n","protected":false},"excerpt":{"rendered":"

Project: Dover Western Docks Revival project \u2013 phases one and two Client: Port of Dover Marine civils and dredging works: VolkerStevin \/ Boskalis Westminster\u00a0 JV Marine civils and dredging contract value: \u00a3115m Paving, utilities and infrastructure works: VolkerFitzpatrick Paving, utilities and infrastructure contract value:\u00a0\u00a320m Start date \u2013 DWDR construction: December 2015 Completion date: February 2019 …<\/p>\n","protected":false},"author":49190,"featured_media":378518,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"ep_exclude_from_search":false,"footnotes":""},"categories":[549,557,38309],"tags":[],"class_list":["post-378517","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-civils","category-project-reports","category-volkerwessels","editorial-commercial","editorial-features-subbed-by-production","editorial-infrastructure","editorial-offices","editorial-project-report","editorial-south-east","editorial-volkerwessels","issue-12-october-2018"],"yoast_head":"\nVolker on board for Dover's biggest revamp in a generation | Construction News<\/title>\n<meta name=\"description\" content=\"Project: Dover Western Docks Revival project \u2013 phases one and two Client: Port of Dover Marine civils and dredging works: VolkerStevin \/ Boskalis\" \/>\n<meta name=\"robots\" content=\"index, follow, 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